Transport system

ABSTRACT

A railway can have trains for generally high speed if curves have very large radius. For this to be generally possible the trains must be able to nm in steep slopes. When driving wheels are pressed against the rail head sides a double drive force from friction is achieved and controlled by a separate force independent of the weight of the train. The carrying wheels are made free from lateral forces by suspended them in cardan rings. The driving wheels running on the rail head sides also only steer if no force is applied. The switches can be free from movable pars Wheels against flank rails parallel to the outermost rails keeps the train left in the switches. Double-rotor motors give the driving. They can be attached to the wheels on the rail head side, hut also to the carrying cardules. Such motors can also be placed within the carrying wheels, in cardules and m the driving wheels on the sides. The rails can get trapeze form. With tube formed rails they can be filled with cables and sand for isolation from noise.

Flank rails are new rails parallel to outermost rails in a switch.

Flank wheel is a wheel with vertical axis down on the sides ofcarriages.

Railector is a rail switch with flank rails.

Railed right is e.g. to perform a right pass through a railector.

Cardule is a cardan suspended carrying wheel.

Steer and drive wheels are running on the rail head sides.

BACKGROUND AND SUMMARY

Wheels on rails shall manage a number of functions. To make it possiblefor the carriage to run on rails the wheels must carry it. The wheelsshall be steered to follow the rails. The wheels shall drive thecarriage. The wheels shall follow a switch to selected track or run intocommon track at the switch.

This wheels with flanges, conic rings and friction can manage all above,which is an achievement.

A very strong shortage is nevertheless the inability to run up hills.From that it follows that the acceleration will be limited. Conic wheelswith sinus run claim that the rails are laid with great precision.

The concept with rail is so strong that it in general application hasexisted for soon 200 years and is still the best transportation method.Here an analysis of the classical rail road will be made in order tofind solutions among others to the problem mentioned.

The carrying capacity of the wheels is increased if the contact surfaceto the rail is made large. The wheels ought to be completely cylindricaland the rail completely plane. No wheel can run perfect both on straighttrack and in curves. One could make standard curves and lift and sinkwheels.

As an illustration to how complex the analysis will be a solution willyet be given to a perfect rolling of cylindrical wheels in curves.

On straight bands cylindrical wheels can roll without slipping. If onebends a band in the edge direction, the band will buckle. One can givethis buckling sinus form with a suitable wavelength. Let the band be aninner rail in a curve. Make another rail in the same way, but with thesinus form in counter phase and the wavelength increased, in proportionto the increased radius. Place cylindrical wheels just across in thecurve. Let them rotate freely in rectangular cardan ring, with thefront-rear axis moved down to the level of the bands, by letting therectangular ring reach down to and on each side somewhat past the bands.Place upside down U-links in front of and rear the cardan ring in levelwith the bands. Place for the purpose especially formed beams ahead andbehind the wheels on the arc formed top of the U-links, which top shalllie in the mean level of the bands. Place another two wheels on the bandon a distance corresponding to a number of wave lengths and add half awavelength. Place a beam between the left end on the specially formedgirders ahead and rear.

Place in the same way a girder between the right ends. Connect themidpoints of these girders to the carriage or a cross going girder. Whenthe wheels tilt and roll forward the carriage will run plainly.

Sins the cylindrical wheel is difficult to steer a compromise, which yetimprove, is needed. The contact surface will be made as broad aspossible and rolling will be made perfect on straight tracks sins suchshall be tried to attain in order to avoid strong centrifugal forces.

The play in the edges of the wheel will be used for giving the wheelsrolling properties in curves by tilting the wheels. The wheel axis thenneeds to be tilted. Some mechanism could detect the curve radius andtilt the axis according to the detection. One can also put an axis intothe turning center. Then one can seek for mechanisms, which moreintimate automatic control the tilt of the wheel to correct value.

The wheel axis gets a mechanical connection to short axis ahead and rearthe wheel. The suspension of cardan type occurs. These short axes,geometrically called the front-rear axis can he placed in level with thewheel axis or over or under. This gives a possibility to trim theproperties. The wheel profile can vary about a circle profile with itscenter in the front-rear axis, which give another parameter for trimmingthe wheel running. The cardan suspension of the wheel gives “naturally”the name CARDULE.

SHORT DESCRIPTION OF THE FIGURES

FIG. 1 shows a sphere rolling on a latitude circle.

FIG. 2 shows cardan suspend wheel.

FIG. 3 shows cardules centered on the rail by means of wheels, which canlay aside a rail with rectangular cross-section.

FIG. 4 shows the cross-section of a Vignol rail with wheel, steering anddriving wheel against the two sides of the head.

FIG. 5 shows how the rail is completed with flat bar between the surfaceunder the head down to the foot.

FIG. 6 shows how the rail in FIG. 5 gets reinforcements between the flatbar and the rib.

FIG, 7 shows bars with trapeze thrilled cross-section make the steer anddrive wheels lie against massive steel.

FIG. 8 shows a rail from an up and down U-bar on a fiat bar. In the tubearisen there lie cables.

FIG. 9 shows rail built of up and down U-bars and fiat bars withconductors in the tubes.

FIG. 10 shows solid trapeze formed rail.

FIGS. 11 and 12 show how railectors, which are switches for steeringwheels, are built from squarely cut rails without slots between them.

FIG. 13 shows a cross-section of a track with railectors containing aflank rail and boggy with steer and drive wheels and flank wheel.

FIG. 14-19 show an example of sequences for how the steer wheel rise andlower during turns to the left in a railector.

FIG. 20 shows how a cardule can be made by front—rear bearings arereplaced with spherical sliding surfaces under a rim.

FIGS. 21 and 22 show how rolls in the periphery of the carrying wheelhave a front -rear axis of its own.

FIG. 23 shows how every second thick and narrow rolls are carrying.

FIG. 24 shows how a wheel is made sliding on its axis.

FIG. 25 shows how a railway carriage with broad gauge is loaded withcars, which drive in and out transversely in a railway carriage.

FIG. 26 shows how comfortable and roomy a carriage will be on broadgauge railway.

FIG. 27 shows how cardules is steered by not carrying steer wheels withflanges on the inner side of the rails.

FIG. 28 shows how a double-rotor motor can drive the steer and drivewheels and how they by means of eccentric axes are pressed togetheragainst the rail.

FIG. 29 shows double-rotor motor inside a wheel is driven by DC supplyvia brushes in the axis center.

FIG. 30 shows a pole shoe of folded bands. Such pole shoes are placedbetween two rolls of band with windings.

FIG. 31 shows elements with pole shoes of folded and bent bands areplaced in a row with the pole shoes side by side.

FIG. 32 shows how cardules and steer and driving wheels are sittingdisplaced on a track with standard gauge.

FIG. 33 shows a train with three carriages where the cardules in theends are completely steered by steer and drive wheels while the cardulesbetween the carriages are steered to its location laterally by steer anddrive wheels and to its angle by the half angle between the cars.

FIG. 34 shows steer and drive wheels, which have almost horizontal axesand flanges, but no carrying load surface.

FIG. 35 shows boggy with cardules, which have steer and drive wheels.They run against the side of the rails, which are allowed to havevariable gauge. Mechanism keeps the carriage between the cardules.

DETAILED DESCRIPTION

The basic geometric form of the rolling is that the front—rear axis andthe wheel axis intersect and that the wheel carrying surface is a partof a sphere, which is the case on FIG. 1. A cardule is shown in FIG. 2with a rail 1 on which there run a wheel 2 with the axis 3 in a squarecardan ring 4 suspended in front and rear mounts 5 with front-rear axis6. The mounts are in the cardule holder 7.

The steering is not needed to be very just. If a side wind, presses thecarriage the wheel will tilt slightly around the cardule front-rearaxis, which is close to the center of gravity of the wheel, which thustilt easiest and making the cross friction force negligible. Therectangular cardan ring has so low weight that the bending forces on thewheel axis will not be appreciable.

The driving will also be flexible. The cardule is well suited to drive.The friction force, which goes forward or backward can be maximallyexploited because no cross forces exist,

A cardule where axis and wheel change place is shown in FIG. 2 A. Anaxis 8 has hole with bearings for a front rear axis 9, which sit in theinner ring 10 on a bearing for the inner ring 10 on a bearing for thewheel 1, which run on the rail. In order to adjust the gait thefront-rear axis can be placed other than in the diameter.

On FIG. 3 is shown a driving containing cylindrical steer wheels 12, 13which roll correct against plane sides on the rail head. The steerwheels are mounted on a ring 1 with axis 15 in the carriage body. Thesteer wheels can also be made conical as in FIG. 4. With the steerwheels 16, 17 driving, the possibility arise to sometimes not let thempress against the rail 1, but also to apply the force, which is neededfor wanted acceleration and primary run ascent and securely slow down bythe returning; of the breaking effect.

Wheel against the rib 18 is easy to apply as in FIG. 5A. This howeverclaim that this steering and driving wheels are given an horizontalmovement before they are lifted in order to pass railectors with fixedseamless rails, which can be used when no flanges are on the carryingwheels. The rib must be smooth and preferably with S uniform thicknessto make a steel wheel roll well.

Wheels with solid rubber have fewer demands and can be useful becausethey wear modest claims when used with heavy pressure only when runningon hills and are accelerating. The rails have better be lifted for thesteering wheels to run freely.

The rail rib can by superstructures be made thicker as in FIG. 5A. bye.g. a square bar 19, a not symmetrical U-bar or a square tube. The awheel can run against the rail head sides on plane tracks, but in hillswith wheels with strong pressure 5 against superstructures.

The rail can be completed in different ways. With flat bars 20 fromunder the head down to the foot as in FIG. 5B the contact surface to thedrive wheels can be many times larger. Wheels with rubber coating canalso here be used. The cross forces 0 in the contact surface will benegligible, making the bending forces in the axes also negligible. Thiskeeps the weight of the wheels down.

The flat bars can be fixed in the foot but with a slot to the head,making it possible to fill the space with concrete 21 and then beclosed.

Bracing 22 with fiat bar as in FIG. 5C can also be used. There is knownalso how the rail UIC60 and the foot and a portion 23 of the rib fromthe rail S143 can be put together to form a rail which withstand greatpressure from the drive wheels. Rails for industry tracks need as a rulenot be very precise made as the speed often is low there. Thesuperstructures on the rails make them stiffer, which increases thebuoyancy

With cardules running on the head it is an advantage if it is flat andwide. This can be made with a superstructure 24 as in FIG. 6. The superhead can get tilted sides making the steer and drive wheels cylindricalwhen their axes are not vertical.

The super head can reach down to the foot as in FIG. 7, so that broaddrive wheels 26 can be used and give increased drive forces. The sidescan be braced with crimped coarse plate and concrete. The railsconstruction can get increased buoyancy, so that shorter trains withheavier carriages can be used.

The superstructure on FIG. 7 can be used also with vertical sides. Ofcause cogwheel driving shall not be ignored. The function will probablybe better on rails with driving on the sides. The cog-wheel shallprobably have an axis of its own and down shift because when it is to beused the driving is heavy. The cog-wheels should be protected when notused.

New rails can be made rectangular and with trapeze form 29. They canreach the extreme form of being solid. Variants are shown in 8, 9 and10.

Now when steeper hills can be managed, old lines can be straightened andnew lines made straighter. This is a new Principe of building railwayswhere the parts of the tracks will be built for those driving forceswhich are required and the driving wheels is activated where the drivingforces are needed. If the rails are soiled so that slipping occurs, thenthe pressure on the driving wheels will be increased. Old lines can heused and new lines can go where one wish without worrying much forhills. This reduces intrusion into natural and built, consent.

Now when the load-carrying wheels have no flanges the rails in therailectors, which are switches for the use steering wheels, can be madewithout joints as in FIG. 11 and 12. The flank rails 32 along therailectors outside the outer rails keep the carriages within therailectors. The other steering wheels will be lifted or forced up. Therails 33 in the railector need not be made pointy, but the end will havea sloop.

A railector with a boggy down under a carriage is shown in cut in FIG.13. On the rail 1 a carriage is buried by cardules 2. The steering anddriving wheels 16, 17 are in position for a railector to the left. Aflank left wheel 34 is driven with a gear 35 S against the railectorleft flank rail 32. The steer and drive wheels can be pressed togetherwith wires 36, 37 between their hubs.

How the railectors can be implemented in steps is shown in FIGS. 14 to19. The position at which the description of the railector will be madecorresponds about 0 FIG. 17. In FIG. 14 shows classical steering betweenthe rail heads with the inner steer wheels 38 and 39,

The squares are rails, horizontal rectangles are steer wheels, hatchedhorizontal rectangles are flank wheels and vertical rectangles are flankleft rail or flank right rail or two railector flank rails. When twotracks shall go together to a single track the outer rails outer sideswill be free from branching. In FIG. 15 a left outer steer wheel 40 hasgone down together the left flank wheel 41. At the right rail the leftsteer wheel 39 goes up. This is initiated by the signal systems, whichstart lifting mechanisms, but which otherwise will be automaticallyperformed by ramp up to the plane surface of the railector area, whichhas the same level as that of the top of the rails.

In FIG, 16 the boggy reach the flank rails. The left flank rail 42 isaffecting the flank wheel 41, so that the steer wheel 40 is tight to theleft rail. The right flank rail 43 5 goes free. Then the right steerwheel 38 can be lifted as in FIG. 17 so that it goes free over therailector area.

The signal system detects when the railector area is passed and pressdown the nearest inner steer wheel 38 shown in FIG. 18. After this thesteer wheel 39 goes 0 down and at last the steer wheel 40 with flankwheel 41 goes up as shown in Fig.

One option is that the right flank rail 43 has a slopping roof as inFIG. 18, which can press down the flank wheel 45 and thus the steerwheel 44 as in FIG, 19, if the signal system has not before done thisThen the steer wheel 39 goes down and the steer wheel 44 goes up if onewant to go back to the initial state. Sins the rails in the railectorarea are fixed and has no joints it can he made for how large curvatureradius as any. This railector is thus suitable for very fast trains.

When wheel pairs with intermediate shaft are not used the floor can belowered allowing for two floors. The thick strong hubs need not be usedin the cardules.

Other wheels which do not take up the cross forces are shown in FIGS. 20to 24. A truncated ball 46 on a truncated sphere 47 on an axis 48 as inFIG. 20 is a wheel which has no forces transversely when it rolls. Itcan get some elasticity by making a ring slot with rubber ring 49 and onthis a ring 50 on which the truncated sphere 47 sits carried on itsinner broader ring slot followed, with elastic material 51 to the sidesof the inner slot, which has tightening rings 52.

Depending on the operating conditions spokes and the corresponding partwill be so week that they allow cross movements. Totally fabulousmaterials are in the pipeline.

Truncated cone-like rolls partly inside each other in a ring as in thecross-section in FIG. 21 give a wheel without lateral forces when theyroll. The rolls have bearings 54 in one to the rolls customized ring 55,which continue with spokes 56 going to the hub 57. The wheel sides looklike the FIG. 22.

A similar wheel with alternately big 58 and small rolls 59 partly withineach other are in FIG. 23. They have the axes 60 and 61, which aregoing, to the hub 62.

A wheel, which slide on an axis take up very small side forces, but needa side way fixing of the axis and also a controlled turning round avertical axis to be useful. On FIG. 24 there are two bearings 63 and 64in which there is an axis 65 with a wheel 66. The wheel has a kind oftire 67 of a thin ring, which can be deformed a little so that it canlie flat against the ground or rail. The tire lies and is steered 68 ina low greased grove.

The next step in the improvement is to increase the width of thecarriage to appropriate dimensions. The gauge affects the economy in allparts, the comfort and the adaptation to its purpose of the passengercarriage. Also goods-wagons are to narrow, which was realized fromSwedish Patent Gazette first page 1981-08-10. The drawing, is shown inFIG. 25 with conventional length.

There are machines, which maintain lines in a very effectively and fastway. This depends among other things on the fact that rails are inplace. Thus lines can easily be made broader to double gauge withmachines, which run on the existing rails. The choice of gauge will ofcause be a popular 2W generation that is to say the two rails 69. 70will he left so that one rail will go in the middle between a broadstandard line to the rail 71 as in FIG. 26. The carriage runs in arailector to the left with the steering wheel 40 down, but the leftflank wheel 72 is freely rotating or has a motor of its own, which onlyneeds to manage the friction when a railector passes. The left flankwheel runs against the flank rail 42. The steering can alternatively bemade with the railector wheel 73, which is on a flank foundation 74 onthe side of the railector,

With a wheel house 75 in the carriage the floor will be reach the levelof the platform and the doors between the carriages will get a lot ofspace. Two floors can easily be used without making the carriage nonstabile. Two beds 76 on the cross get space between the outer walls. Ifthe carriage is divided in half and passage is in the first floor thentwo rooms, well sound isolated, can be packed with beds. 18 beds in thelength will fit in the cross-section.

If the load is ore the middle rail could be left so that further wheelscould carry the weight. That wheels need to resist taking up crossforces, even if the outer wheels have flanges. Because the wheels withflanges are cone shaped, the roll diameter varies and thus the middlewheel shall roll freely,

Old carriages with standard gauge can also run on a track with newrails. Now the transition to 2W can be made in steps during a longperiod. FIG. 27 show two cardules 2 and four flange cones 78 attachedwith bearings 79, 80 in a boggy frame 77 and two cardule holders 7 withbrackets also for the front-rear axes, which can be assembled to run inregular switches and during a transition period. Cars can easily runcrosswise into a wide carriage.

Carriages can have sleeping compartments on both sides of a corridorwith light from the ceiling. Berths get space in all day carriages. Whenone also can get space for three floors one realizes that the trainswill be short, stabile and with small air drag.

With flexible wheel system and sand in the rails the train will run calmand quit from eg. coast to coast.

In a trapeze rail magnetic force can be used to pull the wheels againstthe rails. In FIG. 8 the side surfaces are partly made of nonmagneticmaterial e.g stainless nonmagnetic steel. A DC current in a wire insidethe trapeze rail drive a magnetic field which goes round and stronglythrough iron wheels.

The electric motor can be made with lower weight. That which normally isthe stator gives bearings in a new housing and is allowed to rotate inthe opposite direction as the rotor. The new tube formed axis will beprovided with slip rings for 3-phase AC or DC voltage. The axis can goto a gear where the rotation direction of the one axis will be changedand the torque performed from one axis.

Concerning the steer and drive wheels 16, 17 which rotate in differentdirections is the using natural eg. as in FIG. 28. An electric motor 81has the rotor axis going to a simple gear 82, which drives the one drivewheel 17. That which normally is the stator has bearings allowing it torotate in the opposite direction goes to a conical cog-wheel in a secondsimple gear 83, which drives the other drive wheel 16. The bearings ofthe drive wheels 84, 85 are interconnected with arms 86, 87 andeccentric pin 88 in the aims, so that the driving wheels can be pressedagainst the sides of a rail 1. The hidden axis 89 shall perhaps be usedfor the driving of a cardule from the same motor.

The cardule can have a motor inside the wheel, as in FIG. 29 where alsoan inverter and a planetary gear is used. Brushes 90 are in the centerof and from each end in a tube formed axis 91 with another brush againsta small ring a 3-phase voltage can be entered directly to the motor.

From the collectors 92 wires go out to the converter 93 inside the rotor94. On the rotor there are a winding 95, which feeds with the 3-phasevoltage. The rotor has also inner cog-wheels 96 to a planetary gear. Theplanet wheels 97 are attached to a disc 98 on a tube axis 99, which sitson the bearing 100 on the tube formed axis 91, which outside has aflange 101 for the attached to a not shown cardan ring 4. On theopposite side sits only a tube formed axes 102 with flanges 103.

The outer cog-wheel 104 of the planetary gear sits inside the cardulewheel 2 whose sides are carried on the tube axis 99, 102.

When the DC voltage will he delivered to the rotor winding, thisgenerate a circulating magnetic field. This drives the rotor in onedirection and the wheel in the opposite direction. The Coriolis-forcescan with the rotation in different directions be balanced to tilt thecardule in the curves.

Of cause one shall not forget magnetic forces. The transmission of themagnetic field to a motor from the ground to the train can be effectivewith large pole-shoes as in FIGS. 30 and 31. When the electro-plate isfolded in the top of the pole-shoe with a radius, which is larger thanthe plate thickness the magnetic field is spread out in the air gap sothat the magnetic resistance in corresponding degree decreases withoutan increase of the pole-shoe weight.

FIG. 30 shows a pole-shoe of band folded to a trapeze formed pack withrounded folds. The pack is squished in a center part. The ends are bentupwards to a pole-shoe with straight top 105. These pole-shoes arebetween rolls 106 of band with windings 107 on.

FIG. 31 shows pole-shoe of band folded to long trapeze formed pack withrounded folds. The pack is bent on two places 08, 109 with the endsupturned to straight tops 110. A number of these U-formed cores are laidin a row with the poles side by side.

If a cardule on an existing line with standard gauge is used then thewheels under a carriage can lock like FIG. 32 in a train with the speedwhich now can be reached. Against the left rail 1 there are a pair ofsteer wheels 16, 17. In front of them the wheels is shown in thecardule. In front of this is a pair of steer and drive wheels. The rightrail has its steer and drive wheel opposite to the left cardule etc.

The steer wheels has namely 1 m diameter why they can't sit opposite onthe rails without being displaced. From 2 conventional wheels withflanges to 2 cardules and 8 steer and drive wheels, at least 5 timesgreater driving force can be achieved. The comparison can be made with ausual boggy between carriages with 4 wheels or two bogies with 8 wheels,but the weight is distributed between the wheels, so that the totaldrive forces is unchanged. The steer and drive wheels can however bepressed against the rail as strong as one like.

On FIG. 33 is shown the wheels in a train with three carriages and thedouble gauge. Those cardules 201, 202 which are sitting in the ends aresteered to their direction and position by the four steer wheels 203.The cardules 204 between the carriages are steered to their direction bychanging direction with half the angle between the surroundingcarriages. This can be achieved with a number of mechanisms. The cardulepositions are steered by the two steer wheels 205.

There the driving force can be increased 3 times.

How roomy it will be is shown by the fact that there is space for doubledoors 206 between the carriages. A flank rail 32 and a flank wheel 34are also shown.

The permanent problem for the railway is the rigid gauge. Theconsequences are many. Different gauge arose, causing factories to buildmany types of carriages, passenger to change train and goods to bereloaded. It is of cause costly to rebuild lines to standard gauge. Thecarriages are as a rule made only for one gauge, but it has becomenecessary to make carriages for a couple of gauges.

The use of the cardule makes it possible to give the carriage a limitedlateral movement. The cardule can be steered with wheels with flanges onboth sides and be more or less or not carrying. With locked gaugebetween the wheels an outer flange can be lifted when passing oldswitches. Optionally the switches can be built for double flanges

The steering of the cardule, but also ordinary wheels can be helped uphills. This can be done as in FIG. 34 with two wheels 301 and 302 withoutwards tilted axes 303, 304 without bearing surfaces on both sides ofthe rail, but with wheel flanges 305, which with bearings 306, 307 anddevices 308, 309 are pressed against the sides on the rail heads 310. Itwill not be perfect rolling. With carry devices where left and rightwheel system (cardule and steer wheel or steer magnets) are steered byits rail the wheel system can be allowed to run in a different magnets)direction and on different distances from each other.

The advantage with this is that the trains can change gauge withouthinder, but also that the gauge can be adapted to the situation. Forpreventing the trains to roll over inwards in steep curves with highsuperelevation when the sped is low and not roll over outwards when thespeed is high the gauge can be increased.

With cardules the problem has its solution by increasing the gauge onlyin the curves. Where the ground is clay the embankment can be broadened,the sleepers extended and the gauge increased to make the track harder.New lines can be built with broad gauge and with broader carriages,which give better comfort and more effective use of the materials.

In FIG. 35 is shown a boggy with a cardule 8 running on the left rail 1.On the right rail is a cardule 320 running with otherwise the same partsas on the left wheel, but mirrored on the right rail 321, which not needbe parallel with the left rail 1.

The cardule 8 is steered with two front steer wheels and two rear steerwheels 16, 17 against the sides of the rail head, which can have extraheight.

The steer wheels can be replaced with steer magnets. There profiles canbe used, which correspond to the flanges on the usual wheels, so thatthey can run on ordinary switches. The steering can also be driven ine.g. hills where a linear motor together with the rails will be made andprovided with electric energy preferable in magnets in the rails.

When also the steer wheels are driving they will be forced together withgreat force from e.g. wires, which lie on sheaves on the steer wheelaxes, so that blocks in tackles are achieved. The wires are bent tofollow the steer wheel sides and put the pressure of the wheel arms 86,87 on the rail head sides.

The cardule axis with bracket site in a broad left cross bar 322. Thesteer wheels are also brought together with cardule holder 323 to theleft cross bar 322.

From the right cardule 320 is the right cross bar 324 coming.

The connection of the cross bars 322, 324 to the carriage can be made onmany ways. Here this is illustrated with the slipping of the left crossbar 322 over the right crossbar 324. They have an elongated hole where acenter axis 325 goes to the carriages marked with the beams 326, 327.They are kept together while the steer wheels move them side wards whenthe rails have varying, gauge along the line.

In order to make the drawings readable the center parts have been madesmall, but in the reality they shall go the way out to the cardules towithstand the load with reasonable dimensions. The beam 326 is drawntranslucent around the center axis 325. The cardule is here of the typewith front-rear axis inside the bearings and a cardan bearing in themiddle on the front-rear axis inside a cross axis.

1. Railway characterized in that the carriages and engines are carriedby wheels essentially free from cross forces and that they are steeredby wheels, which can be mainly free from cross forces and steer deviceslike slide blocks, magnetized wheel, magnets, windings which are pushingand polling against the rail heads and driven by wheels and magnets on aline with rails, which has along the line varying gauge.
 2. Railwayaccording to 1 and 2 characterized in that at points there are addedflank rails parallel with the outermost rail making a railector, whichsteer the carriages and engines against one of the outermost rail headsby steer and drive wheels and on the carriages and engines low on theirsides have flank wheels with vertical axes steer against a flank rail.3. Railway according to 1 characterized in that the carriages andengines are steered and railected with steer mechanisms, which can bedriving against the rail sides, which are shaped for this like railswith trapeze formed cross-section.
 4. Railway according to 1characterized in that the carriages and engines have double-rotormotors, which drives the steer and carrying wheels and thus the linesinstead of switches have railectors.
 5. Railway according to 1 and 2characterized in that the carriages and engines has steer beams lowsitting on their sides and that flank bars going parallel to theoutermost rails have wheels which roll on the beams when passing arailector.
 6. Railway according to 1 characterized in that the carriagesand engines have wheels free from cross forces and a rolling surface,which is a part of a sphere, part of an ellipsoid, a cylinder surfaceand a saddle surface and the wheels sit in a cardan suspension, cardule,with ring whose axis taps are front-rear going.
 7. Railway according to1 and 6 characterized in that the carriages and engines have rollingsurface on the wheels which are modified with different form on rightand left side, like conic and deviations from those named surfaces,which give better steering and creep laterally and thus reduce tiltingof the wheels.
 8. Railway according to 1 characterized in that thecarriages and engines has steer wheels, which has tilted axes and areadapted to the rails with conic contact surface against Virgil rails andcylindrical surface against rails with tilted sides like trapeze formedfour edged tubes and of flat bars and from U-profiles composed tubeformed rails with sand and cables.
 9. Railway according to 1characterized in that the carriages and engines has steering wheels withvertical axes and rolls against the rail sides.
 10. Railway according to1 characterized in that the carriages and engines has the carryingwheels steered by wheels with flanges on the inner sides to manage goingon ordinary tracks and switches.
 11. Railway according to 1characterized in that the carriages and engines has the carrying wheelssteered by wheels with flanges on both sides for running on lines withvariable gauge.
 12. Railway according to 1 characterized in that thecarriages and engines run on ordinary rails superimposed with flatsteels, rods part of rails superstructure on the rail heads,superstructure on the rail down to the foots and that in differentdegree for different stiff hills and acceleration parts.
 13. Railwayaccording to 1 characterized in that the railectors has completely rigidrails, with partly fillings between the rails, which can lift steerwheels, and make railectors for the trains with contact surfaces outsidethe outermost rails and has flank rail with or without row of wheels,which the train with or without flank wheels can be flush to and thussits parallel to and outside the outermost rails.
 14. Railway accordingto 1 and 13 characterized in that the steer wheels can be lifted, whichis controlled from signal and communication with the railector system,at the driver and from central, but also with mechanical force if theysit in down position when they run into a railector.
 15. Railwayaccording to 1 characterized in that the one type of wheel, which isfree from cross forces consists of a fix wheel with ball formed possiblyspringy carrying surface on which sits a moveable springy ring withspherical inner surface and suitable outer surface.
 16. Railwayaccording to 1 characterized in that one type of wheel consist of coneshaped rolls with bow formed generatrix with the radius as big as thewheel radius form the wheel ring by being made to rotate on after eachother sitting axes composed and with material fixed in the hub. 17.Railway according to 1 characterized in that one type of wheel consistof big and small symmetrical rolls with bow formed generatrix with theradius as big as the wheel radius form the wheel ring by in order everysecond roll being made to rotate on axes composed and with materialfixed in the hub.
 18. Railway according to 1 characterized in that ithas one type of wheel, which are dressed with warped ring, which isfasten with cogs, bands, taps and gables and sit on an axis, which ismade for sliding in its bearing and is steered with some mechanism bythe position of the rail.
 19. Railway according to 1 characterized inthat the trains have broad carriages for cars, which will be let in fromone side and out from the other side and that the cars can be packedlike a bookcase.
 20. Railway according to 1 characterized in that thebodies for 2W, 3W etc. will be built with many floors, corridors, lifts,doors between bodies and belvedere. {21. Railway according to 1characterized in that double-rotor motors rotate the drive wheelsprovided from the steer wheels by pressing them against the rail androtate the cardule.}
 22. Railway according to 1 characterized in thatdouble-rotor motors, which both rotors via built in gear drives thewheels and are provided with voltage via brushes in the center of theaxis and that the inertia moment in the rotors compensateCoriolis-forces to a dimension capable of functioning.
 23. Railwayaccording to 1 and 3 characterized in that the driving in especiallyhills with linear electric motors as steer devises made with pole-shoesof electro-plate folded along and cross the motor with greater radiusthan the plate thickness, so that light pole-shoes spread the magneticfield and reduce the magnetic resistance in the air gap.
 24. Railwayaccording to 1 characterized in that the motors are made with pole-shoesas in claim 20 but placed circularly.
 25. Railway according to 1characterized in that the carrying cardule has its front—rear axiswithin the bearing, so this cardule consist of a short tube, which hastwo holes, preferable following the in diameter, for one within a middlepart widened front—rear axis, which in the ends has bearings on whichsits a rod, which with some distance fit into the short tube and whichother end directly or indirectly via e.g. spring system sits in a body.26. Railway according to 1 characterized in that the steering anddriving wheels are cardules in pair, which roll against the sides of arail in that angle of the axes, which a rolling claim and that aduostator between those rotors consist of rods of magnetic material likepacks of band of electro plate formed in the ends to connect with airgaps to the rotors and bearing windings preferably for 3-phasealternating voltage and also direct voltage over half the duostator andover separate rods accomplish rotation and press against the rail. 27.Railway according to 1 and 26 characterized in that the rotors arecomposed of teeth with thickness in the inner end for contribution tothe inner part of the rotor in the form of a ring.
 28. Railway accordingto 1, 26 and 27 characterized in that a variant of teeth is accomplishedof a pack of band, which get upset ends to give pole-shoes and from thecenter part are wounded with two flat rings are wounded with two flatrings of band with in the beginning increasing width and in the endwaning width, outside the flat rings superimposed U-formed conductorwith waning thickness against the inner edge and outermost conductingstrong rods, which are lied over and under the pack, after which thewhole is folded in the middle to two teeth, which together with manyother double teeth are fasten at each other to ring after which theU-formed conductors are fasten together and a strong conducting ring isaffixed to the rods.
 29. Railway according to 1, 26 and 27 characterizedin that one variant of teeth is rolled of band to a ring, which isformed to pole-shoe in the one end and to loop in the other end, afterwhich the unite through the loop is provided with rod, which is liedagainst the inside on two rings rolled of band and at last theconducting rods are treaded between the pole-shoes and the ring and isfastened together with the ring.
 30. Railway according to 1, 26 and 27characterized in that a variant of teeth is accomplished of a pack ofband, which is given upset ends to give pole-shoes and close to the endsare provided with conductors, will be bent in the middle part andpressed flat in the accomplished inner end, which provides with rolledband, which ends with waning width, so that the unite together with manyother pressed unites perform a short connected rotor.
 31. Railwayaccording to 1 and 30 characterized in that the pack of band insteadwill be bent and pressed round a flat pressed roll of band.
 32. Railwayaccording to 1 and 28 characterized in that the polling magnet sits inthe space between the wheels.
 33. Railway according to 1 and 4characterized in that the steering drive wheels are pressed together bywires, which run on sheaves, as in blocks in tackles, which sits betweenthe steer and drive wheels and the rotors and which sheaves sits onspecial bearings consist of a broad inner ring with many outside lyingrows of rolls of bolls on which many outer rings for sheaves lie, atwhich the sheaves axis tilt so that the wires are directed so that theypoint to the head on the rail and after that goes via a bending wheel toanother bending wheel on the outer side of the rail.
 34. Railwayaccording to 1 characterized in that it has in pares steer and drivewheels, of which one roll on the left side of the rail head and is acardule, which front-rear axis lie over the rail and has holds in thecenter of a 3-phase inner stator fastened in a girder under the body ora platform surrounded by a short connected rotor ring, which sits on thewheel ring of the cardule and has the outer surface prepared to takepolling magnet field from the poles on the attracting magnets, at whichthe wheel ring with the rotor ring shall have space to be tilted alongthe front-rear axis, so that their axes preferably will be verticalstanding, so that they easy pass over rails in e.g. railector. 35.Railway according to 1 characterized in that it has in pair steer anddrive wheels, which roll against the side on the head of the rail andcan be individually lifted and lowered.
 36. Railway according to 1characterized in that the inner stator, the rotor ring and theattraction magnets are provided with not symmetric V-grove, which bendthe magnetic flow, so that a force component in tangent direction occur.37. Railway according to 1 characterized in that the steering of thesteer and drive wheel against the outermost rails in a railector iscompleted with attraction magnets in the boggy, which poll against theouter side of outermost rail which can be provided with soft magneticmaterial.
 38. Railway according to 1 characterized in that the steer anddrive wheels sits whichever electric motor, like synchrony motor withpermanent magnets of e.g. niob, asynchrony motor, DC motor like a doublerotor version suspension of inner or outer type under the body with themaneuvers lifting, lowering and tilting, so that the steer and drivewheel ca pass e.g. rails in tunas.
 39. Railway according to 1characterized in that a train can run on of girders reinforced streetsand roads with bicycle way and sidewalks with waysides reinforced byiron profiles, at which adaptation from track to streets is made withthe inner steer and drive wheels steering during a moment when the outersteer wheels are tilted past horizontal position to that where the wheelring reach the street level where the edge of the side walk goesnarrower and take over the steering when the inner steer wheels aretilted to horizontal position before the track will be filled up to thetop of the rails.
 40. Railway according to 1 characterized in thatcardules run on each rail and are steered via cardule holders which atthe ends are provided with steerings like steer wheels, turn wheels,steer plates and steer magnets and that the cardule holders are fastenedto crossbars, which carry the body e.g. by an vertical axis through longholes in the cross bars, so that the cardules can follow a line withflexible gauge and keep the body centered by means of centeringmechanism e.g. of Z-links between the cardule holders and the verticalaxes.
 41. Railway according to 1 and 3 characterized in that a linearelectric motor are made in the steer magnets and that magnets are builtalong the rails which electro magnets are preferred because the electricsupply and driving will be lying on the ground.
 42. Railway according to1 and 2 characterized in that the steer wheels has almost horizontalaxes and are pressed with axial bearings against the rail head sides.